Valve for locomotive sanders



Oct. 25, 1932. 'w. 1 RANSQN I 1,884,227

VALVE FOR LOCOMOTIVE SANDERS Filed July 2, 1930 mllllllil} a li Zlwuantoz attozmq Patented Oct; 25, 1932 NIT, OFFICE wrnrrmrinmson, or TAKOMAPARK, MARYLAND, ASSIGNOR TO GRAHAM-WHITE SANDER CORPORATION, OF ROANOKE,,VIRGINIA, A CORPORATION OFVIRGINIA WVALVE FOB LOCOMOTIVE SANDERS Application filed July. 2, 1930."Seria1 No. 465,407..

The invention relatesto means for applying-sand to-the rail beneath the traction wheels oflocomotives or the like.

I In Patent No. 1,263,? 22 granted to William H. White on April 23rd, 1918, there is disclosed a locomotive sanding device embody ing sand box or dome from wh ch lead sand pipes connected with'sand traps havlng v dischar'ge pipes leading therefromto points in advance of the driving Wheels of the 10- comotive; The sand is forced out by compressed air controlled by a suitable valve means within the'locomotive cab. Inthis particular device and in others of a more or 16 less similar nature, the'sand trap has therein a nozzle from which compressed air discharges for forcing the sand through the de-j livery pipesk These devices also include 7 cleaning meanslgenerally consisting of a port '26 located opposite the'entrance to thesdelivery pipe and receiving compressed air from a separate pipe, the purpose being to prevent cloggiing of the delivery pipe. In devices of this natureit customary to provide a valve for controlling the flow of compressed air successively to the cleaning pipe and dlscharge jet, the valve being manually-operable to control thefflow ofpressure.

I v The present invention has for object the provision of a valve interposed between the engineers control valve and the sanding. and cleaningmeans, the valve being so'constructed and arranged'as to permit the passage 'ofcompressed air fora short pe riod of time to the cleaning port and then automatically closing so that'the air will be supplied 'to the sanding jet only. d

An, important object of the inventiontis to provide a valveof this character which re- 'quires no manual control ,whatsoeverbut whichoperates entirely by'compressed air -whenever the manual valve in the cab is opened] r p "Anotherobject of the-invention is to pro- 4 whichwill remain open'for a 'predetermined period to; insure the proper flow of compressed airftothecleaning pipe or port and which will then close by the building up of m pressure within it to cut" off' the supply its principal vide infa sandingdevice a valve of thistype of air to the cleaning port and direct it entirely to the sanding mechanism.

Another ob'ect of the invention is to vide a valve of 'thistype which will return automaticaliy to normal position-When the compressed air supply is cut off by means of the control valve in the cab, so as to be ready for subsequent operation whenever necessary. An additional object of the invention is to provide a valveof thischaracter which will be simple and inexpensive :to manufacture, easy to install, positive and automatic in ac protion, efiicient and durable inservice, and a general improvement inthe art; r

To the attainment of the foregoing and otherobjects and advantages, the invention preferably consists in the details of construe tionand the arrangement and combination ofparts to; be hereinaftermore fully described and claimed, and illustrated in the accompanying drawing in which Figure l'is a fragmentary sideelevation' vided for t e purpose of conducting or delivering sand in advanceof the driving wheels and the latter being for the purpose of conducting sand to the rear thereof when the locomotive is operated in reverse. The sand traps, sand pipes and delivery pipes are provided at both sides of the locomotive as will of course be readily understood and it 7 is naturallyintended that the action will be the same at both sides whether the locomotive be running forwardly or rearwardly. In View of the disclosure in Patent No. 1,263,722 granted April 23rd, 1918, to 1 William H. White it is thought unnecessary to "illustrate the construction of the sand traps as a full understanding in regard thereto may be had by inspecting said patent. It is thought sufficient for present purposes to state that compressed air is supplied to the discharge jets within the traps 5 and 6 through pipes 9 and 10 respectively, and that compressed air is supplied to the cleaning ports through pipes 11 and 12 respectively. The discharge pipes 9"'a'nd 10 at each side of the locomotive are connected by transverse pipes 13 and the cleaning pipes 11 and 12 at each side are similarly connected by pipes 14. As mentioned above, the usual practice is to provide manually operated valve means for controlling flow of compressed air to the pipes 11 or 12, and 9 or 10, successively, this depending uponthe direction of movement of the locomotive. The objection to manual means of this type, such as disclosed in the above mentioned White Patent No. 1,263,722, is that the engineer may permit compressed air to pass to the cleaning pipes and ports for either too long or too short a time. If the time is too short the delivery pipes may not be properly unclogged and if the time is .too long there is a waste of compressed air. As a matter of fact I have not shown any manual valves for controlling the passage of. compressed air to the sanding devices as this is a detail immaterial in the present combination.

In accordance with the invention I provide automatic valves indicated enerally at 15 and 16 connectedwith supp y pipes 17 and 18 which extend to the cab and which are equipped thereat with any suitable control valves, not shown. The valve 15 has connect ed therewith the pipes 9 and 11 which lead to the forward sand trap 5, while the valve 16 has connected therewith the pipes 10 and 12 which connect with or lead to the rear sand trap 6. As the valves 15 and 16 are identical in construction a'description of one will suifice.

Each of the valves 15 and 16 is shown as comprising a body 19 preferably of general cylindrical shape and formed to provide a relatively large chamber 20 and a'relatively small chamber 21, the outer ends of the respective chambers being normally closed by.

caps22 and 23 here represented as screwed in place though. it isto be understood that they may be fastened in any desired manner as this is an immaterial detail. At one side,

the body 19 is provided with a boss 24 within which is a port 25 communicating with the chamber 20, and the pipe 17 or 18 as the case may be is screwed into this boss. At the opposite side the body is formed with two bosses 26 and 27 within which are ports 28 and 29 leading into the chamber 20. The pipes 9 and 11, or 10 and 12 as the case may be,are screwed into these bosses 26 and 27 respectively. The chamber 20 ofcourse communicates through the ports 25, 28 and 29 with the pipes 17, 9 and 11, or 18, 10 and 12, as the case may be, at certain periods in the operation, while the chamber 21 is open to the atmosphere through a bleed port 30.

Slidably mounted within the body 19 is a piston indicated as a whole by the numeral 31 and comprising differential heads 31 and 32 located within the respective chambers 20 and'21. Any desired packing means, either spring or yieldable, may be provided for the heads, such details being merely mechanical and constituting no important part of the invention. The heads 31 and 32 are connected by a reduced stem 33 and may be provided at their outer faces or sides with projections 34 and 35 adapted to engage against abutments 36 and 37 on the inner faces of the caps 22 and 23 respectively when the entire piston reaches the ends of its movements. The piston is normally urged in one direction, that is to say into its normal position as by means-of a spring 38 preferably of the conical type so as to occupy the minimum space when compressed. The piston head 31 is formed with a. bleed port 39 which extends therethrough and which consequently permits passage of air from above to below this head for a reason which will become apparent.

The valve 15is installed connected between the pipe 17 and the pipes 9 and 11, while the valve 16 is installed between the pipe 18 and the pipes 10 and 12. Normally, that is to say when thereis no sanding of the rails needed the piston in the valve is at the lowermost position as shown in Figure 2 of the drawing. Whenever it is desired to feed sand on to the track in advance of the driving wheels 2, the engineer opens whatever control pipe is provided in the pipe 17 whereupon compressed air flows through the pipe 17 into the valve 15, the air entering the chamber 20 and passing out through the pipes 9 and 11. However, a certain amount of air will pass through the port 39 in the head 31 and build up pressure beneath this head. This is possible owing .to the difference in the diameters of the heads 31 and 32. \Vhen the air pressure beneath the piston head 31 builds up, as it will very shortly, the pressure against the underside of the head 32 will cause the piston asa whole to move upwardly, the head 31 then riding over and closing the port 29 which communicates with the pipe 11 leading to the cleaning port. The air entering the chamber 20 then passes out only through the port 28 and pipe 9 to the sand trap 5 where sand is ejected into and through the pipe 7 in advance of the forward driver. Of course it should be understood that the sanding mechanism is the same at both sides of the locomotive and will operate simultaneously at both sides owing to the provision of the transverse pipes 13 and 1d. As the piston rises air in advance of the head.32 escapes throughthe bleed port so that there willv be no pressure built up in advance of the head 32. Of course the spring 38 becomes .compressed but as it may be a very little spring it will not in any way seriouslyloppose movement of the piston. When the sanding is completed the operator of course cuts ofi his control valve in the pipe line 17 and as the pressure withinthe chamber 20 reduces by' virtue of the escape of the air through the 1 8 at the opposite sides of thelocomotive.

From the foregoing description and a study or, the drawing it will be apparent that I have thus provided a very simple'valve device ,which will operate automatically to permit fiowof compressed air through the cleaning pipes and ports of thesand traps and then cut oifthe cleaning blast so that air.

will be supplied only to the sanding mechanism. A distinct advantage of this isthat it will be impossible for the engineer, through carelessness or any otherreason, to waste compressed air by permittingit to pass for an excessive length of time through the clean ing ports. A short sharp blast through the cleaning pipe and port should be sufi'icient and consequently it is of particular advantage to provide. an automatic means for accomplishing'this so that the m a or portion of the air may be utilized for sanding, An-

other feature of advantageis that after actuk ation of the sanding mechanism, that. is :to'

say after the engineer closes the valve in the supply line the automatic yalve will return to its normal or initial position, already for 5 repeated action when necessary. Theinvention is marked by extreme simplicity especially as there is but one moving part. Furthermore, lubrication is a simple matter as any necessary oil may be readily injected through:

the bleed port in thetopcap. 1 There should be no great degree ofwearand as a consequence'the mechanism should have a remarkably long life. It is believed from the foregoing that the construction, operation and advantages should be readily apparent to one skilled in the art Without further eXplanation.

While I have shown and described the preferred embodiment of the invention, it should be understood that the disclosure is "merely an exemplification of the principles involved 1 as the right is reserved to make all such changes in the details of construction as will widen the field of utility and increase the adaptability of the device provided such changes constitute no departure from the spirit of the invention or the scope of the claims hereunto appended.

Having thus described the invention, Iv claim:

1. In a locomotive sanding apparatus ineluding a .sand dome, sandtraps receiving sand from the dome and having delivery pipes connected therewith, each sand trap having a cleaning pipe leading thereinto and having a sand discharge pipe leading there into, a compressed air supply pipe, and an automatic valve interposed between the supply pipe and the cleaning pipe and discharge pipe, said automatic valve being normally open whereby upon the admission thereto of compressed airfrom the air supply pipe the air will initially pass into the cleaning pipe and discharge pipe, and said valve being adapted to close partially under the influence of air pressure for entirely cutting ofi flow of compressed air to the cleaning pipe while permitting flow to the discharge pipe.

2. In a locomotive sanding mechanism, the combination ofa'sand dome, a sand trap receiving sand therefrom, a sand delivery pipe leading from the sand trap, a cleaning pipe connected with the sand trap, a compressed: air supply pipe, and fa normally open valve interposed between the supply pipe and the cleanin and discharge pipes, said valve being operated by pressure of compressed air pass-e ing therethrough for entirely cutting off communication between the supply pipe and the cleaning pipe while communication with the discharge pipe is maintained.

In a locomotive sanding mechanism, the combination of asand dome, a sand trapreceiving sandtlierefroin, a sand delivery pipe leading from the sand trap, a cleaning pipe connected withthe sand trap, a compressed air supply pipe, and a fluid pressure operated valve interposed between the supply pipe and the cleaning and. discharge pipes, said valve being normally open to permit initial flow of compressed air from the supply pipe to the cleaning and discharge pipes and being movable upon building upof air pressure within itself to cut oii communication to the cleaning pipe entirely whilemaintaining estab lished communication with the discharge pipe. 4. In a locomotive sanding mechanism, the combination'of a sand dome, a sand trap receiving sand therefrom, a sand delivery pipe leading from the-sand trap, a cleaning pipe connected with the sand trap, a compressed air supply pipe, and fluid pressure operated valve interposed between the supply pipe and the cleaning and discharge pipes, said valve strueting relation to the outlets, the larger ing pipe while maintaining established communication with the discharge pipe, said valve including a movable piston having differential heads with the larger head provided with means for passage of air therethrough.

5. In a locomotive sanding mechanism, the combination of a sand dome, a sand trap receiving sand therefrom, a sand delivery -pipe leading from the sand trap, a cleaning pipe connected with the sand trap, a discharge pipe connected with the sand trap, a compressed air supply pipe, and a normally open valve interposed between the supply pipe and the cleaning pipe and discharge pipe, said valve initially effecting communication between the supply pipe and the cleaning and discharge pipes, and means within the valve for effecting movement thereof underthe dcvelopment therein of differential air pressures for cutting off communication to the cleaning pipe while maintaining it with the discharge pipe.

6. In a locomotive sanding mechanism including a sand trap having a delivery pipe,

a cleaning pipe and a discharge pipe connected therewith, the combination of a single supply pipe, means interposed between the supply pipe and the cleaning and discharge pipes for initially supplying compressed air from the supply pipe to the cleaning and discharge'pipes, and automatically acting differential fluid pressure operated means for cutting communication to the cleaning pipe while maintaining it with the discharge pipe.

In a mecha ism of the character described, control valve comprising a body having an inlet and a pair of spaced outlets, a piston slidable within the body and having ditferential heads normally in non-obhead having a port therethrough permitting passage of fluid pressure to build up beneath the same for moving the piston into position with the larger head closing one outlet.

8. In a .mechanism of the character described, a control valve device comprising a body formed with chambers of different diameters and provided with an inlet and spaced outlets all communicating with the larger chamber, a piston slidable axially within the body and having differential heads located within the respective chambers, the larger head having a port therethrough per mitting passage of air for equalizing the pressure at both sides of the larger head whereby the pressure acting against the smaller head may move the piston longitudinally to cut oil communication through one outlet while permitting communication to the other.

9. In a locomotive sanding mechanism including a sand trap having a delivery pipe, a. cleanlng pipe and a discharge pipe connected therewith, the combination of a fluid pressure supply pipe, and means interposed and normally establishing communication between the supply pipe and the cleaning and discharge pipes for initially supplying fluid pressure from the supply pipe to the cleaning and discharge pipes, said means embodying differential pistons movable on the building up of air pressure to cut off communication to the cleaning pipe while maintaining communication with the discharge pipe.

10. In a locomotive sanding mechanism including a sand trap having a delivery pipe, a cleaning pipe and a discharge pipe connected therewith, the combination of a supply pipe and normally open Valve means interposed between the supply pipe and the cleaning and discharge pipes for initially supplying compressed air from the supply pipe to both the cleaning and discharge pipes, said valve means embodying a slidable piston having differential heads and normally non-obstructing relation to the cleaning and discharge pipes, and means for effeeting an overbalancing of the pressure against the smaller head so that the piston may move into a position with the larger head cutting off communication to the cleaning pipe.

11. In a mechanism of the character described, a control valve comprising a body having an inlet and a pair of spaced outlets, a'piston slidable within the body and having differential heads normally in non-obstructing relation to both outlets, and means for by-passing fluid pressure to a point beneath the larger head whereby fluid pressure may build up beneath the latter for moving the piston into position with the larger head closing one outlet;

12. In a sanding mechanism including a fluid supply conduit, a discharge conduit and a cleaning conduit, means normally establishing communication between the supply conduit and both the discharge and cleaning conduits and operable upon flow of fluid pressure from said supply conduit to cut off communication between the supply conduit and the cleaning conduit while 1naintaining communication between the supply conduit and said discharge conduit.

In testimony whereof I aflix my signature.

WILLIAM L. RANSON. 

